Railway signaling system.



No. 876,953. I PATENTED JAN. 21, 1908.

0. ENDERLEIIN. RAILWAY SIGNALING SYSTEM.

APPLIUATION FILED MAR.2 2,190 6.

Fig.1. V I I 4 SHEETS-SHEET 1.

No.8'76953. I PATENTED M11521 19 G.ENDBHLEIN. 08

RAILWAY SIGNALING SYS-TEM.

APPLICATION FILED MAILZZ, 1906.

4 SHEETS-SHEET 2.

PATENTED JAN. 21

4 S HEETS-rBHEET a I v l l ll l |H||I|| I w wn l G. ENDERLEINR RAILWAY SIGNALING SYSTEM.

APPLIOATION FILED MAB.22,1906.

a5 31 as" 56 I I 34 I PATENTED JAN. 21, 1908. G. ENDERLBIN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAR. 22, 1906.

4 SHEETS-SHEET 4.

THE NORRIIS PETERS co., WASHINGTON, n. c.

CARL ENDERLEIN, OF GASSEL, GERMANY.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Jan. 21, 1908.

Application filed March 22. 1906. Serial No. 307.401.

To all whom it may concern:

Be it known that I, CARL ENDERLEIN, subject of the Emperor of Germany, residing at Cassel, Germany, have invented certain new and useful Improvements in a Railway SignalingSystem, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to a railway signaling system, which is adapted to be operated entirely automatically by the trains without any interference of human assistance. Thereby a greater safety in the management of the railway is obtained than hitherto. At each block signal an automatic apparatus is disposed, the chief part of which is a rotatable cam drum, the cams of which are arranged in certain orders and, if necessary, in certain parallel series round the drum and are adapted to actuate at the proper time the block signals by means of lever transmissions. All the automatic apparatuses in a section are inserted in a separate system of circuits and are so arranged, that all their cam drums are simultaneously turned through a certain angle, on the respective train passing over either of several rail contacts, which are disposed at convenient points of the section according to the configuration of the country and according to circumstances. Thus all the block signals in the section are controlled by the train alone. In the case of single tracks, on which the trains arerunning in both directions and therefore require to alternate one with another in either section,

the automatic apparatuses are so arranged,- that the levers to be actuated by the cams on the cam drums can be shifted parallel to the latter, so that these levers occupy the one position, if the respective train passes through the section in one direction, but they occupy the other position, if the train runs in the opposite direction. By this arrangement one and the same cam drum in each automatic apparatus is enabled to operate lor both directions of the trains. For shifting the levers in the several automatic apparatuses two electromagnets in each apparatus are disposed of which the one electromagnet serves for pushing the levers into the opposite position and the other electromagnet serves for returning the levers to the initial position. These electromagnets are inserted in circuits for each section and means are provided for opening the respective circuit, after the levers have been once adjusted, so as to prevent them from shitting, as long as the train is still running in the section. As it may happen, that the cam drum in either automatic apparatus for some reason does not resume its initial position before the train enters the section, so that serious consequences might arise, a switch is provided in each automatic apparatus and the switches of the several apparatuses are inserted in a special circuit, which can be closed by the entering train by .means of .a special rail contact, so that certain electromagnets are energized to release the cam drums, which are then permitted to return to their initial positions, before the train passes over the respective rail contacts and causes the simultaneous and consecutive turns of all the cam drums. On the train leaving the section, it will again close by another special rail contact a circuit for returning all the cam drums to their initial positions, if they.

should not already have resumed the same. With the exception of thesaid two special rail contacts and of two further rail contacts all the rail contacts in the section are so arranged, that after they have been once depressed, they are locked up, until the train passes over the last one of them. I also provide means for releasing these rail contacts at the proper time.

I will now proceed to describe my invention with reference to the accompanying drawings, in which- Figure 1 is a'diagram of a section, in which only two consecutive block signals I and II are shown for the sake of clearness, Fig. 2 is a diagram for a double-track railway and shows the several positions of the cam drums in the automatic apparatuses and of the two single block signals I and II respectively, after a train has passed consecutively over the four rail contacts 1, 2, 3 and 4 in a track in Fig. 1, Fig. 3' is a diagram for a single-track railway and. shows the several positions of the cam drums in the automatic apparatuses and of the two pairs of block signals I and II respectively, after a train has passed consecutively in the one direction over the four rail contacts 1, 2, 3 and 4 and after another train has passed in the opposite direction over the said rail contacts, Fig. 4 is a vertical longitudinal section through an automatic apparatus, Fig. 5 is a plan of the same, after the cover has been removed, Fig. 6 is a vertical cross section on an enlargedscale through. part of the same on the line AB in Fig. 5, seen in the direction of the arrows, Fig. 7 is a vertical longitudinal section through a rail contact, Fig. 8 is a vertical. longitudinal section through another rail contact, which is adapted to open the circuit of the electromagnets in Fig. 7, Fig. 9 shows a switch to be disposed in the automatic apparatus according to Figs. 4 and 5, and. Fig. 10 is a dia gram of the system for a section and shows all the various rail'contacts. Fig. 11 is a diagrammatical view of the various magnets employed in the invention and the circuits therefor.

Similar characters of reference refer to similar parts throughout the several views.

Figs. 4 to 6 show an automatic apparatus for a single-track railway. Its chief part is a cam drum a provided with four parallel series of cams b b, I) b and with a cam to (see Fig. 6). The shape of the several cams b I) b b w is immaterial, provided that they pro duce the effects to be hereinafter described. Two alternating series of cams b b are designed for the one direction of the trains and the other two series of cams b b are designed for the opposite direction of the trains, and in either case the one series serves for actuating the one block signal and the other series the other block signal. In Fig.

6 two opposite cams b in each series are as-.

sumed for subsequently actuating one of the two levers g g (by means of rollers shown),

but where so preferred more than two cams may be disposed on the drum it according to the size ofthe latter. In Figs. 2 and 3 each series of cams is assumed to be replaced. by a single cam for the sake of clearness. In these two figures each cam drum a is assumed to be turned through 90 each time, so that it may occupy four different positions in accordance with the four rail contacts 1, 2, 3 and 4 shown at Fig. 1. On this assumption the ratchet wheel 0 rigidly connected with the cam drum (1 (see Fig. 4) would require to be provided with four long teeth. Above this ratchet wheel 0 a horiaid ofa cord, a drum 49 and a train of gear wheels, all shown in dotted lines. It will be seen, that on the pair of electromagnets 6 being for a moment energized, it will attract its armature f and withdraw the pawl d from the wheel 0, so that the cam drum a is re leased and allowed to turn. Immediately afterwards the armature f drops and its pin or pawl d rides over the back of the long teeth, until it strikes the following tooth and stops the cam drum a. In case the cam drum a has two or more cams in each series, it will require to be turned through less than each time, so that its ratchet wheel 0 will require a corresponding number of teeth. As long as no train is in the section, all the cam drums a are required to occupy their initial positions, so that the circuit including the pair of electromagnets 6 must be opened. A further device shown at Figs. 4 to 6 is disposed in each automatic apparatus and is constructed as follows. A bell-crank lever :10 is normally held by a helical spring 50 in the position indicated by dotted lines, so that its horizontal arm engages in the path of the cam w already referred. to above. Two contact pieces I; placed side by side are inserted in the circuits (38 and 59) of the electromagnets h and i respectively and are normally in contact with two switches t and 19, as shown in dotted lines in Fig. 6. It will be seen, that on the cam w striking the horizontal arm of the bell-crank lever 90 it will bring the latter into the position shown in full lines in Fig. 6 and thereby disconnect both switches t and if from the contact pieces y, so that the said circuits are broken.

The two levers g g are mounted to rock on a shaft 1 mounted within the casing 47 and are connected in any known manner with the two block signals, of whichthe one is for the one direction of the trains and the other block signal is for trains moving in the opposite direction. In Fig. 3 each earn 1) is assumed to be adapted to bring the block signal into a position for marking the section as blocked, but the cam b may be equally arranged. to bring the block signal into a position for marking the section as clear, if so preferred. The shaft 1 is shown as mounted to slide longitudinally in two standards 51, 51 and carries a disk .2 and a collar 1. A cross-head 63 is mounted to slide on the right part of the shaft 7" andis adapted to bear against the collar r for pushing the shaft 7" to the left. This crosshead 63 is pivotally connected with an eccentrio rod 9, which embraces an eccentric p fastened on a horizontal shaft a. A leaf spring .9 is arranged to act on the disk and a hook it at the end of an armature v is arranged to snap behind the disk 2 and lock it, on the shaft 1* being pushed to the left. A pair of electromagnets & is disposed and ar ranged for attracting the armature v on being energized to raise the hook it and release the disk 2. A ratchet wheel m with a single long tooth is fastened on the shaft n, which latter may be driven in any known manner. In Figs. 4 and 5 this shaft n is subjected. to the action of a weight 0 with the aid of a cord, 4

a drum 52 and two gear wheels. Above the ratchet wheel m an armature 7c is mounted wise.

to rock on a pin 53 on a partition,.which armature k is provided with a pin or a pawl Z. A pair of electromagnets h is disposed for attracting the armature it on being energized and thus for releasing the ratchet wheel m. The electromagnets h are energized, however, but for a moment, so that the armature is again drops and its pawl Z rides onthe long back of the tooth until it strikes its face. It will be seen, that, if the eccentric p occupies the position shown at Fig. 4 and if the ratchet wheel m is released, the former will first push the shaft 1" with the two levers g g to the left against the action of the leaf spring .9, whereupon the hook u will snap behind the disk 2' and lock the shaft 1" and the eccentric 79 will return the eccentric rod q to its initial position, the crosshead 63 merely sliding on the shaft 1'. If the electromagnets i are energized, they will attract their armature 'v and thereby release the disk 2, so that thespring s will return the shaft 1' to its initial position.

In Fig. 1 a section of a single-track railway between two signal cabins or stations X and Y is diagramatically ,shown as comprising two pairs of block signals I and II, four rail contacts 1, 2, 3 and 4 each adapted to simultaneously turn the two cam drums at at the former, further two rail contacts 5 and 6, of which the one 5 is to control the electromagnets i for releasing the shaft 1" with the levers g g and the other rail contact 6 is to control the electromagnets h for pushing the shaft 1* with the levers g g to their other posi tions.

Fig. 7 shows the construction of either of the four rail contacts 1, 2, 3 and 4. The contact key 37 is adapted to be depressed by the first wheel .of the train in any known manner, be it by means of the deflection of the rail under the load of the wheel or other- The rod of the contact key 37 is vertically guided in the casing and is arranged. to act upon the shorter arm 11 of a twoarmed lever, the longer arm 13 of which is normally pressed downwards by a helical spring 15 and serves as an armature of a pair of electromagnets 12, 12 above it. The electromagnets 12, 12 are inserted in a circuit 32, in which'normally a weak current circulates, so that the former are not SU'fIlciently energized for attracting the armature 13. Only if the contact key 37 is depressed for turning upwards the arm 13 will the electromagnet 12, 12 be able to attract and hold the armature 13 in the upper position indicated by dotted lines. Thereby the contact key 37 is protected from being repeatedly depressed by the following wheels of the train. During the upward motion of the arm 13 its free end will brush against a contact spring 14, whereby a circuit with the branches 54, 54 is for a moment closed. When the circuit 32 is opened at a certain time, the electromagnets 12, 12 will be without current, so that the armature 13 will drop under the action of its overweight and of the helical spring 15 and will return the contact key 37 to its initial position shown. During the downward motion of the arm 13 its free end does not, however, close the circuit, since it is coated on the underside with For opening the an insulating material 1.6. circuit 32 other rail contacts are employed, which are illustrated in Fig. 8. A twoarmed lever 20 is electrically connected with a binding post 29 and is normally pressed against a contact spring 2] by a helical spring 22, so that the circuit 32 is normally closed. The rod 19 of a contact key 18 is vertically guided in the casing 17 and bears on the shorter arm of the lever 20. It will be seen, that on the contact key 18 being depressed. by each of the wheels of a train, the circuit 32 will be each time for a moment opened. In each automatic apparatus also two switches 24 are disposed, of which one is shown at Fig. 9. Its arm 23 is controlled by a long cam 57 (see Fig. 5) on the cam drum a in such a manner, that when the latter occupies its normal position, in other words, when no train passes through the section, the switch 24 occupies its normal position shown in full lines and is switched off the contact piece 27, and that when the cam drum a occupies any other position, the switch 24 will be switched on and will occupy the other position indicated by dotted lines.

Fig. 10 shows a diagram of the system for a section, from which it will be seen, that the electromagnets e e at the two pairs of block signals I and II are inserted in a circuit 34 and 56 with a battery 55, which circuit 34 and 56 is also connected by branches 54, 54 with the four rail contacts 1, 2, 3 and 4 of the construction shown at Fig. 7. Near both signal cabins or stations X and Y two rail contacts 5 and 6 are disposed, which may be of any known construction and should be so arranged, that they can be actuated only by the first wheel of the respective train. The one rail contact 5 is inserted in a circuit 35, 38 and 56, which includes a battery 36 and the two pairs of electromagnets i t. The other rail contact 6 is inserted in a circuit 35, 57, 58 and 59, which includes the battery 36 already mentioned and the two pairs of elec tromagnets h h. In each automatic apparatus two switches 15 and 29 (see Fig. 6) are inserted in the lines 59 and 38 respectively. Nearer to both signal cabins or stations X and Y two rail contacts 7 and 8 of the con struction shown at Fig. 8 are disposed, which are inserted in a circuit 32, 60 and 62, which includes the electromagnets 12, 12 of the four rail contacts 1, 2, 3 and 4 and also 5 and 6 and a battery 61. N eXt to both signal cabins or stations X and Y two rail contacts 9 that the electromagnets 12, 12 are omitted.

The one rail contact 9 is inserted in a circuit 25, 31 and 34, which includes the battery 55 already mentioned, the two pairs of electromagnets e e and the two switches 24, 24 (see Fig. 9). The other rail contact 10 is inserted in a circuit 26, 34 and 56, which includes the battery 55, the two pairs of electromagnets 6 e and the other two switches 24, 24.

The railway signaling system is operated as follows: I/Vhen a train is assumed to run in the direction from left to right in Fig. 10, the two shafts 7 1* in both automatic apparatuses will be normally locked in their extreme positions shown at Fig. 4. On the train entering the section from the signal cabin or station X, its first wheel will first depress the rail contact 9. If the cam drum a in either automatic apparatus should from some reason happen not to occupy its normal position, the two corresponding switches 24, 24 will be switched on by the cam 57, so that by the depression of the rail contact 9 the circuit 25, 55, 34, 24 and 31 will be closed and the respective pair of electromagnets a will be energized for attracting for a moment its armature f, so that the cam drum a will be permitted to make a turn through the respective angle. The following wheels of the train will each likewise depress the rail contact 9, so that the respective cam drum (0 will at any rate resume its normal position, when the switch 24 will be switched off andno more effect will be produced by the following wheels of the train. -Then all the wheels of the train in passing over the rail contact 7 will each break the circuit 32, 60, 61 and 62 without, however, producing any effect, since the armatures 13 in the rail contacts 1, 2, 3 and 4 and also 5 and 6 are normally disconnected from their electromagnets 12, 12. Thereupon the first wheel of the train will de press the rail contact 5 and thereby close the circuit 38, 35, battery 36 and 56, so that both pairs of electromagnets i i are energized for attracting their armatures 'l) and thus releasing the disks 2. The leaf springs s will then return the shafts 1 to their initial positions. The following wheels of the train will likewise each depress the rail contact and close the said circuit, but they will produce no effect, since the armatures o are simply attracted. and released repeatedly.

When the lirst wheel of the train passes over the rail contact 1 and depresses it for closing the circuit 54, 34, 55, 56 and 54, both 7 pairs of electromagnets e 6 will be energized for a moment to attract their armatures f, so that the cam drums at at both pairs of block signals I and II will be permitted to simultaneously make a turn. Then the cam w on both cam drums at will have turned the bell-crank levers ac (Fig. 6) and thereby switched off the switches t and 29, so that the both cam drums at will have switched on the two pairs of switches 24, 24, so that the latter will bear on the contact pieces 27 (Fig 9). The respective cam l) on the cam drum a at I will act upon one lever g for bringing the right block signal at I into the position which marks the section as blocked. The other cam I) does not act upon the left block signal at I, so that it remains in its normal position, see Fig. 3 on the left. The respective cam b on the cam drum 0!. at IIwill act upon the one lever g for bringing the right block signalinto the position for blocked, as is shown at Fig. 3 on the right. The armature 13 (Fig. '7) at the rail contact 1 being now attracted by its pair of electromagnets 12, 12, the following wheels of the train will simply pass over the rail contact 1 Without depressing it.

When the first wheel of the train passes over the rail contact 2 and depresses it for left block signal is still left in its normal position for clear and the right block signal will remain in its position for blocked, as is shown at Fig. 3. The following wheels of the train will pass over the rail contact 2 without depressing it for the reason explained above.

When the first wheel of the train passes over the rail contact 3 and depresses it, both cam drums at are'permitted to make simultaneously a further turn, so that both block signals at I remain in their position for blocked and now the left block signal at II is also brought into the position for blocked, as is clearly shown at Fig. 3.

When the first wheel of the train passes over the rail contact 4 and depresses it, both cam drums at are permitted. to make simultaneously their 'last turn, so that both block signals at I and II are brought into their normal position to mark the section as clear, as 18 shown at Fig. 3.

-because this is locked by the hook a.

over the rail contact 8and depresses it for opening the circuit 32, 62, 61 and 60, all the armatures 13 in the rail contacts 1, 2, 3 and 4 and also 5 and 6 will be released, so that the contact keys 37 are returned to their initial positions. Then the train passes over the rail contact 10 without producing any effect, since the circuit 26, 24, 34,55 and 56 remains opened by the two respective switches 24, 24. Should, however, either cam drum (1 happen not to have resumed for some reason its normal position, so that the respective switch 24 is still switched on, of course the said circuit will be repeatedly closed and opened by the several wheels of the train, until the cam drum 60 returns to its normal position. At last the train passes the signal cabin or station Y and leaves the section in exactly the.

same condition, in which it was before the train had entered it.

If a train running from right to left in Fig. 10, that is in the direction of the arrow 28, enters the section, and its wheels depress one after the other the rail contact 10, only the circuit 26, 24, 34, 55 and 56 will be closed, in Case either of the switches 24, 24 is still switched on, in other words, if either cam drum a does not occupy from some reason its normal position, as it should. Thereby the respective cam drum a will be returned to its normal position. Thus the rail contact 10 simply serves as a safety device. The wheels of the train passin over the rail contact 8 will depress it one after the other without producing any effect. The first wheel of the train passing over the rail contact 6 will depress it and close the circuit 57, 35, 36, 58 and 59 for energizing the electromagnets h h, so that the ratchet wheels m are released and the eccentrics p are permitted to push the shafts r with the levers g g to their other positions by means of the eccentric rods g. The hooks u will snap behind the disks 2 and lock them, while the eccentric rods q return to their initial positions, their crossheads 63 sliding on the shafts r. The following wheels of the train cannot depress the rail contact 6 because the armatures 13 are in their upper position. The train passing over the following rail contacts 4, 3, 2 and 1 will produce effects similar to those described above and illustrated in the lower part of Fig. 3. The train will then depress the rail contact 5 but it will not change the position of the shaft Z Now the train will depress the last rail contacts 7 and 9 when occurrences will take place which are similar to those described above with reference to the rail contacts 8 and 10 under the action of a train running from left to right.

Now in order to avoid that a second train, let in by mistake into the section of a line, by closing the contacts 9 or 10 can excite the magnets e so often, that the cylinders a are again in their positions at the beginning the circuits 31 and 36 shall, during the time that the regular train is in the section, be interrupted in such a manner that an excitement of the magnets e by the circuit 31 or 26 is impossible. This may be done (compare Fig. 11) in the following manner. In closing the contact 5 or 6 there is at the same time in the apparatus, through which the circuits 31 resp. 36 are conducted, a magnet 37 excited which attracts a lever 38 so far that it leans with its part 44 against a magnet 39, which is situated hard by and which is excited by the circuit 32 and the lever will be held fast in this position. The lever 38, which in its thorough sticking to the magnet 37 lifts with its extreme isolated end 40 the arm of a' further lever 41 which in this manner takes the dotted position and is interrupting in the one apparatus the conduction for the circuit 31 in the other that for the circuit 26 at 42 and 43. Afterpassing over the contacts 7 or 8 the circuit is interrupted, the magnets are deenergized and the levers 38 and 41 gravitate into their original position by this means the conductions 31 resp. 26 are connected again at the points 42 and 43 and are able to work in closing the contacts 9 or 10.

It is obvious, that for double-track railways the automatic apparatus shown at Figs. 4 to 6 is simplified, the cam drum a receiving but a single series of cams b for the single block signal; one of the two levers 9 being dispensed with and the two electromagnets h and 'L with the mechanism thereby controlled for shifting the shaft 1" being omitted. Also the system shown at Fig. 10 is simplified in that the two rail contacts 5 and 6 with the circuits connected therewith are omitted. Otherwise the operation of the so simplified system and of the simplified automatic apparatuses is substantially the same as before.

The automatic apparatus described may be varied without deviating from the spirit of my invention. The cam drum a and the shaft n, if employed, may be driven in any other known manner.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a railway signaling system, the combination with a plurality of block signals disposed in a section, of a plurality of cam drums each provided with a plurality of cams, means for driving said plurality of cam drums, a. plurality of electromagnets controlling said plurality of cam drums, means controlled by the cams of said plurality of cam drums for actuating said plurality of block signals, a plurality of rail contacts adaptedto be depressed by the first wheel of tacts, so that said plurality of cam drums is controlled by the train in the section and is simultaneously turned through an angle.

2. In a railway signaling system, the combination with a plurality of block signals dis posed in a section, of a plurality of cam drums each provided with a plurality of cams and with a special cam, means for driving said plurality of 0am drums, a plurality of electrolnagnets controlling said plurality of cam drums, means controlled by the cams of said plurality of cam drums for actuating said plurality of block signals, a plurality of rail contacts adapted to be depressed by the first wheel of the train, a circuit including said. plurality of electromagnets and adapted to be closed by either of said plurality of rail contacts, so that said plurality of cam drums is controlled. by the train in the section and is simultaneously turned through an angle, two safety rail contacts near to the signal cabins -or stations at both ends of the section, two circuits including said two safety rail contacts and shunted to said circuit, and a plurality of switches in said two circuits and so controlled by the special cams of said plurality of cam drums, that they are normally switched off and are only switched on, if the cam drums occupy positions other than their normal positions, so that on either of said two safety rail contacts being depressed by each wheel of the train for closing either of said two circuits, said plurality of cam drums is turned to the normal position if the switches should be switched on.

3. In a railway signaling system, the 0011']- bination with a plurality of block signals disposed in a section, of a plurality of cam drums each provided. with a plurality of cams, means for driving said plurality of cam drums, a plurality of electromagnets controlling said plurality of cam drums, means controlled by the cams of said plurality of cam drums for actuating said plurality of block signals, a plurality of rail contacts each comprising a contact key, a two-armed lever, the shorter arm of which acts upon the contact key and the longer arm of which serves as an armature and is adapted to brush during its one stroke against a contact spring, and electromagnets normally energized by a weak current for attracting the armature when turned by the contact key and for holding it, a circuit including said plurality of electromagnets and the two-armed levers and contact springs of said plurality of rail contacts and adapted .to be closed by the contact key of either rail contact, so that said plurality of cam drums is controlled by the first wheel of the train in the section and is simultaneously turned through an. angle, two special rail contacts near to both ends of the section, and a second circuit including the electroniagnets of said plurality of rail contacts and adapted to be broken by the several wheels of the train with the aid of said two special rail contacts.-

4. In a railway signaling system, the combination with a plurality of block signals disposedin a section, of a plurality of cam drums each provided with a plurality of cams and with. a special cam, means for driving said plurality of cam drums, a plurality of electromagnets controlling said plurality of cam drums, means controlled by the cams of said plurality of cam drums for actuating said plurality of block signals, a plurality of rail contacts adapted to be looked after the depression' by the first wheel of the train, a first circuit including said plurality of electromagnets and adapted to be closed by either of said plurality of rail contacts, so that said plurality of cam drums is controlled by the train in. .the section and is simultaneously turned through an angle, two special rail con 35 tacts near to both ends of the section, a sec- 0nd circuit including said two special rail contacts and adapted to return said. plurality of rail contacts to their initial positions on being broken by either special rail contact, two safety rail contacts nearer to both ends of the section, two circuits including said two safety rail contacts and shunted. to said first circuit, and a plurality of switches in said two circuits and. so controlled by the special cams of said 9 plurality of camvdrums, that they are normally switched off and are only switched on, if the cam drums occupy positions other than their normal positions, so that on either of said two safety rail contacts being depressed by each wheel of the train for closing either of said two circuits, said plurality of cam drums is turned to the normal position if the switches should be switched on'.

' 5. In a railway signaling system, the com- 5 bination with a plurality of pairs of block signals disposed. in a section on both sides of a single track, of a plurality of cam drums each provided with a special cam and with four parallel annular series of cams, of which two up alternating series are destined for both block signals in each of said plurality of pairs of block signals for the one direction of the train and the other two series are destined for same block signals for the other direction of the 1 1 5 train, means for driving said plurality of cam drums, a plurality of electromagnets controlling said plurality of cam drums, a plurality of shafts arallel to said plurality of cam drums ancf longitudinally shiftable and each having t'urnable on it two lovers, which can be actuated by two alternating series of cams for operating the two block signals, a plurality of springs pressing said plurality of shafts to the one position, a plurality of ec- 1 25 centrics adapted to push said plurality of shafts to the other position, means for driving said eccentrics, a second plurality of electromagnets controlling said plurality of eccentrics, a plurality of hooks adapted to lock 13o said plurality of shafts in the other position, a third plurality of electromagnets adapted to attract said plurality of hooks for releasing said plurality of shafts, a plurality of rail contacts adapted to be depressed by the first Wheel of the train, a circuit including said plurality of electromagnets and adapted. to be closed by either of said plurality of rail contacts, so that said plurality of cam drums is controlled by the train in the section and is simultaneously turned through an angle, two special rail contacts near toboth ends of the section, one of them being active for the one direction of the train and the other rail contact being active for the opposite direction, a second circuit including said second plurality of electromagnets and adapted to be closed by one of said two special rail contacts, third. circuit including said third. plurality of electromagnets and adapted to be closed by the other of said two special rail contacts, and a plurality of switches in said second and said. third circuits and so controlled by the special cams of said plurality of cam drums, that they are normally switched on and. are only switched off if the cam drums occupy other positions than the normal ones.

6. In a railway signaling system, the combination with a plurality of pairs of block signals disposed in a section on both sides of a single track, of a plurality of cam drums each provided with a special cam, a locking cam and. four parallel annular series of cams, of which two alternating series are destined for both block signals in each of said plurality of pairs of block signals for the one direction of the train and the other two series are destined for same block signals for the other direction of the train, means for driving said plurality of cam drums, a plurality of electromagnets controlling said plurality of cam drums, a plurality of shafts parallel to said lurality of cam drums and longitudinally shiftable and each having turnable on it two levers, which can be actuated by two alternating series of cams for operating the two block signals, a plurality of springs pressing said plurality of shafts to the one position, a plurality of eccentrics adapted to push said plurality of shafts to the other position, means for driving said eccentrics, a second plurality of electromagnets controlling said plurality of eccentrics, a plurality of hooks adapted to lock said plurality of shafts in the other position, a third plurality of electromagnets adapted to attract said plurality of hooks for releasing said plurality of shafts, a plurality of rail contacts adapted to be depressed by the first wheel of the train, a circuit including said plurality of electromagnets and adapted to be closed by either of said plurality of rail contacts, so that said plurality of cam drums is controlled by the train in the section and is simultaneously turned through an angle, two special rail contacts near to both ends of the section, one of them being active for the one direction of the train and the other rail contact being active for the opposite direction, a second circuit including said second plurality of electro magnets andadapted to be closed by one of said two special rail contacts, a third circuit including said third plurality of electromagnets and adapted to be closed by the other of said two special rail contacts, a plurality of switches in said second and said third circuits and so controlled by the special cams of said plurality of cam drums, that they are normallyswitched on and are only switched off if the cam drums occupy positions other than their normal ones, two safety rail contacts nearer to both ends of the section, two circuits including said two safety rail contacts and shunted to said circuit, and a plu rality of switches in said two circuits and so controlled by the locking cams of said plu rality of cam drums, that they are normally switched off and are only switched on, if the cam drums occupy positions other than their normal positions, so that on either of said two safety rail contacts being depressed by each wheel of the train for closing either of said two circuits, said plurality of cam drums is turned to the normal position, if the switches should be switched on.

7. In a railway signaling system, the combination with a plurality of pairs of block signals disposed in a section on both sides of a single track, of a plurality of cam drums each provided with a special cam, a locking cam and four parallel annular series of cams, of which two alternating series are destined for both block signals in each of said plurality of pairs of block signals for the one direction of the train and the other two series are destined for same block signals for the other direction of the train, means for driving said plurality of cam drums, a plurality of electromagnets controlling said plurality of cam drums, a plurality of shafts parallel to said plurality of cam drums and longitudinally shiftable and each having turnable on it two levers, which can be actuated by two alternating series of cams for operating the two block signals, a plurality of springs pressing said plurality of shafts to the one position, a plurality of eccentrics adapted to push said plurality of shafts to the other position, means for driving said eccentrics, a second plurality of electromagnets controllingsaid plurality of eccentrics, a plurality of hooks adapted to lock said plurality of shafts in the other position, a third plurality of electromagnets adapted. to attract said plurality of hooks for releasing said plurality of shafts, a plurality of rail contacts adapted to be depressed by the first wheel of the train, a circuit including said plurality of electromagnets and adapted to be closed by either of said plurality of rail contacts, so that said.

plurality of cam drums is controlled by the ally operated devices for controlling said rotrain in the section and is simultaneously turned through. an angle, two special rail contacts near to both ends of the section, one of them being active for the one-direction of the train and the other rail contact being active for the opposite direction, a second circuit including said second plurality of electromagnets and. adapted to be closed by one of said. two special rail contacts, a third circuit including said third plurality of electromagnets and adapted to be closed by the other oil said. two special rail contacts, a plurality of switches in said. second and said third circuits and. so controlled by the special cams of said plurality of cam drums, that they are normally switched on and. are only switched oil it the cam drums occupy positions other than their normal ones, two

safety rail contacts nearer to both ends ol' the section, two circuits including said two safety rail contacts and shunted to said circuit, and a plurality of switches in said two circuits and so controlled by the locking cams of said plurality of cam drums, that they are normally switched. oil and are only switched on, if the cam drums occupy positions other than their normal positions, so that on either of said. two safety rail contacts being depressed by each wheel of the train for closing either of said two circuits, said plurality of cam drums is turned to the normal position, if the switches should be switched on,

a plurality of electromagnets levers, moved by the said electromagnets when they are excited for the purpose to avoid that a second train can excite the first plurality of electromagnets.

8. In a signaling system, a signal operat-.

ing mechanism comprising a rotatable element carrying a plurality of actuating devices, a movable device to be actuated and connected to the signal to operate the latter, means to move said device to take a position to be actuated by a predetermined actuating device, means to rotate said first named element and means to lock said movable device in position to be operated.

9. In a signaling system, a signal operating mechanism comprising a rotatable element carrying-a plurality oi actuating devices, a movable device to be actuated and connected to the signal to operate the latter, means to move said device to take a position to be actuated by a predetermined actuating device, means to rotate said first named element, means to lock said. movable device in one of its positions for actuation, and electrical means controlled by a circuit and track instrument to operate said locking means.

10. In a railway signaling system, the combination with a plurality of block signals, of a plurality of rotatable elements each provided with a plurality of cams, means for rotating said. elements, a plurality of electrictatable elements, means controlled by said cams for actuating said signals, a plurality of rail contacts adapted to be operated by the train, and a circuit including said electrical devices and adapted to be closed by either of said rail contacts so that said plurality of retatable elements is controlled by the train and is simultaneously operated.

11. In a railway signaling system, the combination with a signal of rotatable elements provided with a plurality of cams, means for driving said. rotatable elements and electrically operated devices controlling said elements, means controlled by the cams for actuating said signal, a rail contact adapted to be operated by the train and a circuit including said electrically operated device adaptedv to be closed by said rail contact.

12. In a signaling system, the combination with a signal of a rotatable element carrying a plurality of actuating devices, a movable signal operating element, means for. moving the latter to take position'to be operated by one of said actuating devices and independent means to move said signal operating means to be operated by another of the actuating devices.

13. In a signaling system, the combination with a signal of a rotatable element carrying a plurality of actuating devices, a movable signal operating element, means for moving the latter to take position to be operated by one of said actuating devices and means to lock said movable element in one of its positions with relation to the actuating devices.

14. In a signaling system, the combination with a signal of a rotatable element carrying a plurality of actuating devices, a movable signal operating element, means for moving the latter to take position to be operated by one of said actuating devices and automatically releasable means controlled by a track circuit for locking said movable element in position with relation to the actuating devices.

15. In a signaling system, the combination of a rotatable element carrying a plural- :ity of actuating devices, a movable signal operating element adapted to take position to be operated by any one of said devices, means to rotate said rotatable element, a locking device to lock the latter against rota- 'tion, an electrically operated means controlled by a track circuit to operate said looking means to release the rotatable element to permit rotation thereof.

In testimony whereof I have affixed my signature in presence of two witnesses.

CARL ENDERLEIN.

WVitnesses:

KARL SCHULTZ, PAUL SCHMIDT. 

